Internal-combustion motor



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NTERNAL COMBUST'ION MOTOR Filed Jem. 19, 1925 2 Smm-Sheet l Feb. 2441925. @52mm C. L.. GENTY INTERNAL coMBUs'TIoN www Filed Jan. 19, 19215 2 Sheets-#Sheet 2 Stroming Patented Feb. v241, 1925` wenn CHARLES L. GINTY, O'F LOCKPORT, NEW YORK.

INTERNAL-COMBUSTION MOTOR.

Application led January 19, 1923. Serial No. 613,672.

[o all whom t may concern `Be it known that l, Cuantas L. GiN'rr, a citizen of the United States of America, and resident of Lockport, County of Niagara, -State of New York, have invented certain new and useful Improvements in and Re? lating to Internal-CombustioniMotors, of which the following` is a specification. n

This invention relates to certain in'qnovements in internal combustion motors; and the nature and objects of the invention will be readily `recognized and understood by those skilled inthe arts involved inthe light of the following explanation and detailed description of the accompanying drawings illustrating what I at present consider to be the preferred embodiments or mechanical expressions 0f the invention from among various other forms, arrangements, combinations and cfmstructions of which the in' vcntion is capable' within the. spirit and scope thereof.

The invention and the various features thereof while adapted to internal combustion motors generally, are more particularly directed and. applicable to those types of internal combustion motors known as oilburning. motors. These sfrcalledoilburning7 motors are characterized generally by the injection or induction of liquid fuel directly intothe motor together with the proper quantities or proportions of air, the liquid fuel beingl preferably atomized in any suitable manner: and the burning of the liquid fuel byhighly compressing the air charge in the `motor to raise the temperature to a -poinf where the liquid fuel is ignited. c

ln one form of the .so-called oil-luuning types of internal combustion motors in gene 'al use and wellA known and understood by those skilled in this art, liquid fuel and air are admitted to a confined space or chamber in communication with the combustion or compression space of the motor and the more volatile hydro-earbons through the aetion of the Vheat of the walls of-` this confined chamber are vaporized and mix with the air admitted to form a readily combustible preliminary charge within 4the confinedy chamber. Upon compression of the main air charge in the `combustion or compression vchamber of the motor to the proper point, the heat created thereby ipjnites the preliminary charge in the confined chamber with the result that the main liquid fuel charge is forcibly ejected from the confined chamber and discharged into the compression or combustion space of the motor iu an atomized and ignited or burning state where further combustion takes place and power is developed in the motor in the usual man'- ner.

In the operation and use of oildnu-uing" motors involving the principles ofoperation above briefly outlined, complete atomization of the main liquid fuel charge is not always obtained, particularly during the operation of cran-king a'motor preparatory to starting the Sallie, so that frequently what may be aptly termed or referred to as solid fuel is admitted -to the combustion or compres-v sion spaeeof the m'otor with the resulting` disadvantaged such as increased carbon de posits i-n the motor and the serious interference with proper lubrication of` the motor7 as will be readily understood by those fa-` miliar with the internal combustion motor art. Therefore, one of the main objects, from amongv others, ofthe present invention is the practical eliminationl of the disad vantagres above referred to by providing' for the vaporization of any solid fuel resulting from incomplete atomization of the liquid fuel admitted or drawn from the confined space or chamber into the compression space of the motor, and to thus materiali).7 reduce admission of solid fuel into the motor.`

-With internal combustion vmotors of the type in which the fuel -is ignited by com-- pressing;r a charge thereof in `the motor to raise the temperature to the;l point where ignition of the charge takes place, as in the form of this type above referred to, the time of ignition depends primarily upon the point where the compression is sufficient to result in a temperature to cause' combustion, and

, and construct a motor ofthe type referred to, as to provide for amore rapid rise in compression and resulting rise 1n temperature to the required degree at the latter end-- of the compression stroke of a. piston, to-

thereby materially lower or reduce the force j acting against a piston on the. compression stroke thereof.

A further object of the linvention is' to provide for the preheating of the main-air charge before induction into a cylinder by utilizing the heat created 4in a muoz" or other portion of the motor exhaust line, as welll as by utilizing the .heat-of a cylinder Wa l. f

A further object of the invention,v is to provide means for preheating a lmotor cylinder and associated structure preliminary to starting. l i,

With the foregoingand various other ob-v jects `in view, which other objects will be readily recognized and appreciated by those skilled in the art from the following deseription and explanation, the rinvention consists in certain novel features in construction and 'in arrangements and combinations of elements, as Vwill be more fully and particularly set forth and specified hereinafter. ,y l Referring to .the accompanying draw-l ings: j

F ig. 1,- is a fragmentary view1 in end elevation taken from the'cyli'nder head, end of a horizontal single cylinder internal combustion motor. of the oil-burning type embodying the various features of the invention... i

Figf2, is a vertical, longitudin'alsection taken along the lline'2f--2, of Fig. 1.

Fig. 3, is a' vertical longitudinal section through the diametricalcentersand taken on the line 3--3, of Fig.,l,

Fig. 4, is a view in end elevation of the inner wail'or face of the 'cylinder head ofA a motor embodying features of the invention.

Fig. 5, is a detail section'taken on the line 5*?) of Fig. 2, showing the .intake valve stem mounting and air intake passages.

An internal combustion motor ofthe oilburning 'typ'c embodying the various features of thefinventi'on is illustrated -in the accompanyingdrawings by way of an example of one physicalexpression or lnechanical adaptation of'which the invention is.capable, and to errnit of an explanation of the principles o? the invention and their applied 'results and advantages' to enable those skillcdin the art to understand the saine. lt wilt be clear thatthe various icatures of. the invention are applicable to other types and 'forms ot internal combustion uiol.ot motor or to the .mechanical expressions which the principles of the invention have taken in the illustrated application thereof, the type of motor disclosed having been selected because the problems solved and the disadvantages overcome by the invention are encountered in an accentuated state therein, and hence the invention and various features thereof can be more sharply and clearly brought out and explained.

The illustrated type of oil-burning linternal combustion motor is well known and understood in this art, and comprises, in fthe present instance, a horizontal type cylnder 10 having the usual cooling jacket 11 and cooling liquid supply tank 12 mounted in communication therewith. A piston 14 is mounted in the cylinder 10 and a removable head 15 4is mounted on and closing the cylinder inthe usual or any other desired y manner. The cylinder head 15 is provided with cooling liquid circulation chamber 16 incommunication with thespace formed by the cylinder'jacket 11. The lower portion of the inner wall of the cylinder head 15 is formed`to provide a block 17 which projects a distance inwardly into the cylinder 1 10` beyond the plane ofthe upper portion 18 of the cylinder head. The projecting block 17 terminates within the cylinder 10 in a plane spaced from the piston 14when at the limitv of its stroke, so that a combustion or compression chamber 19 is formed in the cylinder. i An intake port `2Q and an exhaust port (not shown) are rovided extending through the projecting block' 17 formingthe lower porti/on of the inner wall of the cylinder head, and these ports are respectively in communication with the tubes 21 and 22 "extending through and across the coolin liquid spiace 16 in the cylinder Vhead an forming communicating passages for the- '.aid Orts, respectively.` Va ve seats are provided in the intake alla exhaust' ports at points spaced outwardly therein from the inner face of the projecting lblock 17, the valve seat 23 i.. the intake port being .shown in Fig. 2 of ,the drawings. i

An exhaust valve 24 is mounted in and controlling the exhaust port through the medium of a valve operating stem 25 extending through the tube 22 and cutwardlym distance beyond the cylinder head `in the usual manner. An' intake valve 26 is mounted in the intake port 2O and adapted A to seat on the valve seat 23 thereof. The intake valve 26 is provided with the usual operating stem 27 which'eanbeoperated in4 any suitable manner, as vfor example ofthe suction operated type having the coil sprin 28 maintaining the valve normally seate and closing the intake port 20.

According to the illustrated emboduncnt of intake valve mounting ol' the'ini'cntion, the valve stein 27 is slidably mounted in the sleeve 29 secured in the outer end vwall of the cylinder head and extending inwardly a distance into the valve stem housing or tube 21. The portion of the sleeve 2t) extending within the. tube 21 is formed ot' a flat sided exterior shape or contour, such for example as Octagon shape as shown, andt'hus forms a series of longitudinally extending air passages 3() around the sleeve 29 (see particu-` outer end of the sleeve 2t) in communication i with the series of air passages 30. A main air intake passage 32 is provided in the outer wall of the cylinder head 15, in coniniunication at its inner end with the groove i der head to which the main air intake 81, and extending radially or laterally from the tube 21 through the outer wall of the cylinder head 15 to one side thereof. Thus, Hair is drawn into the cylinder 10 through intake port 20, tube 21, passages and *groove 31, and the air intake passage 32 in the outer wall of the cylinder head.

The 'exhaust port is in con'nnu'nication with the inner end ot' a passage formed in the tube 22 around the valve stein 25, and the outernend ot this passage so formed in the tube 22 is in communication with an eX- haust cli'afnber 33 i'irovided in the cylinder head l5 and extending radially or laterally troni the tube 22. 'lhe exhaust chamber 33 extends to and discharges through an cxhaust ipipc 3ft at the same side ot the cylinpassage extends. (See Fig. 1 of the drawings.) Any suitable niuiller 35 is connected with the exhaust pipe 34 Jfrom the chamber 33 and receives the motor exhaust gases therefrom.

Thus, the motor exhaust through the exhaust port head. tiihel 22, chaniher 3? head7 pliere.

A fuel inlet passage Citi is termed above the valves :.4 and 25, in communication at its inner end with the `comi)ression orvconibustion space if) ai the head ot' the cylinder 10. and cxtciiiling a distance through the cylinder headr .it the outer end of the pussage 36 a cup Si? is mounted on the lower end ot a suitable plug 3S and projects into the passage BG. 'l-"l i amount et t'iiel is controlled by a needle valve Zfand. the time of fuel delivery and the admission of a small quantity ot' airis controlled hy the. puppet i'aive 10. The foregoing arrangement and gases discharge in the cylinder iu the cylinder pipe lil, and the niuiller 35 tov atmosthe operation thereof. is in gene al use and well kiio\\'n.to and understood by those skilled in this art7 and hence it is notv deemed necessarv herein to present a detailed description and explai'iation thercot'..

lt is sutlicient to state that the t'iiel chargl is suppliedthrough the above arrangeiiun and atomization and ignition ol' the liquid t'uel charge is etl'ected by compression crcatcd temperature in the cup 3T. passage 3G and the compression space l!) ot' the cylin der 10.

The fuel passage 36 discharges through the upper portion ot the cylinder hiad 15 above. the projecting block 1T thereof. The air intake poi't 20 is provided with an annular groove A11 therein and therearound between the intake valve- 26 and the conipression space 19 of the cylinder. A passage 42 extends upwardly through the projecting block 17 of the cylinder head and opens through the upperedge thereotl in communi `ation with the t'nel passage 36, so that the 'air inlet port 20 is in communication withl the 'Fuel Ainlet passage 3G, through the projecting block 17 therebetween.

In these so-call'ed oil-burning types of internal conibustion motors where ignition is effected by heat created from highly coinpressing the charge in tl'le'cylin'der, it follows that the time of ignition is deiiend'cnt upon the point in the compression stroke of the motor at which the necessary compression is attained. Nen/,the present invention pro videswhat is in ctlcctra timing device for such motors,- o that the time ot' ignition and tiring` of the explosive charge can bel readily varied and adjusted. This feature, ot the invention provides means for varying or changing the capacity off the combustion or compri'fssion space of a motor cylinder with a resulting change in theI point at which ,fthe required ignition cou'ipression is reached. I,

'1`he'illustratcd mechanical adaptation ot' this feature comprises a cylinder Li3 formed in the upper portion ot the cylinder head 15 and open at its inner 'end to the compression spaee 10 ot thecvliuder lo, above the projecting block I7 ot the cylinder head.

'lhe outer end of the cylinder Ltfiiis closed by a suitable plupl 44. A piston 43 having' the usual compression rings Ltti is mounted for reclprocation in the cylinder i3, h v

means ot u screw #t7 and exterior operating handle or wheel i8. By advancing thepis-4 ton 15 into the conii'iri-ssion space 1S) of ther cylinder .10 theicapacit-y thereof can he reduced, thus. advancing the time of firing by causing the compression to more quickly create a tiring or ignition temperature, while by retracting or withdrawing the piston 45 'into the cylinder 43 the capacity ot the coiupression space in the cylinder 10 can be increased so as to retard the tiring or igni tion peint, as'will be clear to and readily understood by one familiar 'with 'this type of internal combustion motor.

The operation of a motor embodying the hereinhefore described principles and features of the presentinvention will now be described. Assuming that the motor employs the four stroke cycle, then upon completion ot' the exhaust stroke the exhaust yalve is closed and as the piston 144 moves 1n the cylinder l() away from the head 15 the intake valve Q6 opens and pure air is drawn into the cylinder 10. Upon opening of the intakpI valve 26, or shortly-thereafter, the valve l0 is opened, through the medium of any of the Well known mechanisms for this purpose (not shown) and oil is supplied to the cup 37. Simultaneously with the delivery of the fuel oil `to the cup 37, which forms the vaporizer or atomizer for the fuel, a small quantity ofy air is drawn into the cup 37 and this air, aided by the 1 heat of the cup 37, causes vaporization of of the compression stroke the main air.

charge in the cylinder and in the fuel passage `36 has been highly compressed with the temperature raised to a sufficient degree to ignite the carbureted air charge or ex plosive. charge in the cup 87. The rcliminary explosion of the carbureted air't en takes place in the cup 37v and the main fuel charge lis forcibly ejected from the cup through the openings 49, which ejection thoroughly atomizes the ihain fuel charge for mixture and burning with the main air charge in the combustion; or lcompression space 19 of the cylinder 10. l' The power stroke then results from the burning of the atomized- -fuelcharee with the main air vcharge, which is followed. hy the exhaust stroke and the cycle of operations is repeated in the usual manner.

i `-Inl the operation of starting,r an internal combustion' motor of the'referred to type, the usual cylinder compression release (not shown) is opened and the fuel control or supply valve 40 is also openedto admit fuel to the fuel cup. The motor 'ily Wheel (not shown) is rapidly turned several revolutions and the compression release not shown) is immediately closed; The momentum of the fly wheels will turn themiotor against the compression, ignitin'g the fuel in the cylinder and causing the motor to start.- How,-

ever, during the. fo'regoirugY operations it is found that through the suction of the motor piston solid fuel is frequently drawn from the fuel cup and admitted to the cylinder. With the invention, the direct admittance vof solid fuel ,in the foregoing;n manner is materially reduced and practically eliminated, as any such liquid fuel will drain or pass from the fuel passage 42 in the projecting block 17 of the cylinder head and be trapped and collect in the groove or depression 41 in the intake port 20. The main air charge drawn into the cylinder through the, intake port 2O passes over, and with the aid of the retained heat in the cylinder head block 17, vaporizes and mixes with the liquid fuel eollected in the groove 21, soI that the solid liquid fuel is drawn into the Cylinder in a vaporized condition. Further, during the operation of the motor, complete atomization and burning;r of the liquid fuel ejected from4 the cup 37 through the fuel passage 36 does, not always take place, With the result that solid fuel may collect in the' passage 36 and drain into the cylinder 10. in the vevent of the foregoing conditions, any solid fuel which enters the passage 36 `will drain through the passage 42 and collecti in the groove or depression 41 in the intake port 20. Thus, with a motor embodying the foregoing features of the invention, the entrance of liquid fuel in the solid7 state is materially reduced. i o

Due to the form of the cylinder head with its projecting block 17, upon the latterv end of the compression stroke the main charge has an upward movement, part thereof passingr upwardly through the passage 42, and this movement has a tendency to further and more thoroughly vaporize and mix the lVit-h a more highly vaporizcd mixture the temperature at which it may he ignited is lowered, so that the degree 0f ycomression to attain the required temperature 1s lowered. Therefore, with a lower degree of compression the. force acting against the piston on the compression stroke is decreased with a corresponding increase in power. Also with the form of cylinder head of they invention and the resulting shape of thereinpression space, on the 'compression stroke the compression rises quickly at the latter end of the stroke and hence. the distance Wlg'ich the piston has to travel against high compression is lessened and anincrease in power is secured. i,

The inventiouf includes and embodies means for preheatingtliemain air-chargebefore delivery into the motor, and means for preheating a motor cylinder and associated structure preliminary to starting the motor when cold. .In Fig'. 1 of the accom panying'drawings a. muffler 35, of any dcsired or suitable type. is shown connected in communication with the exhaust, pipe 34 and eov receiving exhaust gases from the motor-cylv inder l0. The mufller 35 is provided With a jacket 50 'spaced therefrom and forming an airspace l around the inuller 35. `The intakc` passage 3,2 to the intake port is connected and placed in communication with the air space 51 between the muller and jacket 50, through the medium of a conduit 52. An enlarged bore forminor a socket is provi d inthe outer wallei? the cylinder head 15 surrounding and in communication with the open intake end oi the passage One endv of the conduit 52 is provided with a flange 5.4 surrounding the same. The

lflanged end'of the conduit 52 isfitted into Vthe socket o3 and coil springs 55'are interposed between the inner Wall of the socket 53 and the conduit flange 54. retainin plate is placed over and around thezcon uit 52 and removably secured to the Wall ofthe cylinder head adjacent thereto. In thisv ,manner the conduit52 is loosely confined in the socket 53 in communication with. the main 'air inlet passage 32. The outer endof the conduit 52 extends into the air space 5l around the niuller and a port or opening yis provided in the conduit 52, which opening is controlled by a closure lor door 57. By

the foregoing arrangement heated air is drawn by the motor from the space51 around rtlie-vrviiiiifllei' thiughree-i-iduit 52 and the air passage 32fin communication there-with. 'lhe door 57 provides for varying the temperature of the airadmitted to the motor by permitt-ing theentry of/coid vair directly into the conduit.

- (32 pivotally mounted therein for controlling the burning ot the fue] therein. The cover is controlled from 'the exterior of the muf fier by means of a handle 63. and is maintained in desired adjusted Aposition b 'a fiat spring element 64 which engages t e free edge of the cover. A guide or baille late (35 is provided in the muiiier and exten s to the exhaust chamber or space 33 in the cylinder head 1.5. In operation, fuel is ignited. and burned in the lire-box and the air in the muller is heated thereby. With the exhaust valve open theheated air passcsup-` Wardly through the exhaust chamber 33 and into the cylinder 10 through the exhaust pori., and the coldvair in the cylinder passes out through the lolwer side of the exhaust guided by the baiilo plate to the fire-hox.

Thus," a circulation ot' air is set up and the j cylinder l0 is brought up 'to the required temperature. During operation of the lirebox or heater. 60, the air in space Sil would be warmed and pass into the main air inlet 32, Warming the same. ln the ioriioint manner the temperature of the cylinder can be raised to facilitate starting of the. niotor.

1t is evident that various changes, modifications, variations and substitutions might be resorted to Without departing from the spirit and scope ot the invention and hence I do not Wish to limit the invention to the exact disclosures hereof.

Desiring to protect my invention in the' broadest manner 4legally possible, what l claim is:

'1. ln an oil burning motor, a cylinder head having an inwardly projecting block forming the lower portion ot the inner wall thereof, intake and exhaust rports 'formed through said block, a. fuel passage.; opening and discharging.through the inner wall of the cylinder lhead above said projecting block, and the said blockl formed with a passage extending therethrough from said fuel inlet passageto and discharging into said intaketport. y

2.*In an oil burning motor, a ycylinder head, a fuel passage opening and' discharging through the inner wall thereof, an intake port-1n said cylinder head below said fuel passage, and a passage extending from said el passage through said cyiinder head to and discharging into said intake port.

' 3. In an oil burning motor, a cylinder head, a fuel port therein, an air intake port therein, and a' fuel vaporizing passage formed in the cylinder head extending. be ltween and in communication with said fuel port and said air intake port.

4. In an oil burning motor, a fuel inlet port, an air intake port 'spaced and separate from said .fuel inlet port, and a com munieating y passage extending from said fuel inlet port to and discharging into said air intake port whereby unvaporized fuel from said fuel inlet port drains there# through to said air intake port.

5. In an oil burning 1notor,.a cylinder head, a fuel inlet passage therethrough, an airintake passage therethrough, a valve mounted in said air intake passage spaced inwardly .from the discharge end thereof, and a passage extending from said fuel inlet passage to and discharging into said air intake passage between the ,discharge end thereof and said valve.

C. ln an oil burning motor, a. e lindcr head, an inwardly rejecting block t ereon, a fuel port in said head and discharging adjacent said, block,`an air/"intake passage extending through said blr'ick, and aI pasport aud chamber 32, thel cold air heilig .sage 'formed in said block and `extending therethrough from said air intake passage to and opening through the Wall of said block adjacent said fuel inlet port.

v7. In an oil burning motor, a cylinder head having a portion of the inner wall theieol formed by an inwardly projecting block, a fuel inlet port in the inner Wall of the cylinder head adjacent the iiiu'er edge wall .of said block, an air intake passage formed in the cylinder head through saidf block, a fuel collecting depression formed in said air intake passage at the discharge, end thereof, and the said projecting blockl provided with a passage extending therethrough roni the inner edge Wall adjacent said fuel inlet port to and in communication.

with the fuel collecting depression of said air intake passage.

S. Iii an oil burning motor, in combination, a fuel inlet port, a/n-air intake port in communication through a passage with the' i 'in'coinmunieatioii with and discharging into fuel thereinto, l means in communication an exhaust inulier, a'fuel inlet port in coni,- inunication through a passage with said air intake port for discharging unvaporized projected port-ion and disposed 'in substanwith said air intake port and discharging heated air therethrough, and means mounted in operative relation Awith said muier for preheating the motor through said air intake and exhaust ports.

10. In an oil burning motor, a fuel inlet port, an independent air intake port, means for discharging surplus unvaporized fuel fromrsaid `fuel port to said airhintake port yfor Vaporizat-ion, and means for heating air before dischargel through said -air intake j 1. In an oilI burning motor, separate fuel inlet and a'ir intake ports, an exhaust port,

vmeans for` discharging surplus unvapor'ized'50 fuel from said fuel inlet to said air intake for vaporization thereof, and ineans in coinmunicat'ionlwith said exhaust port for heatying airjbyl the exhaust gases before disychargethrough the said air intake port.

i 12..In an oilbu'rning `"motor, a cylinder,

a head therefor formed 'with a portion of the .inner wall projected a distance into the cylinder to forma clianil Y in the head, the said head havinga fuel inlet therethrough discharging into the chamber rso formed and any exhaust port and an air intake port in said projected portion, and `values mounted in the air vintake and exhaust'ports in thel tiallyI the, plane. of the remaining portion ofthe innerwall of said head. vSigned at4 Lockport,-New York, tl

Aday of November, 1922; r ;4 CHARLES L. GINTY.

is 22d 

